Engine drive



March 8, 1932. B. s. MAHER 1,348,538

I ENGINE DRIVE Filed Feb. 1, 1950 2 Sheets-Sheet 1 IN VEN TOR. EERNAEDJTA NLE MAME/a.

BY M

A TTORNEYS.

B. S. MAHER ENGINE DRIVE March 8, 1932.

Filed Feb. 1, 1930 2 Sheets-Sheet 2 A TTORNEYS.

Patented Mar. 8, 1932 UNITED STATES BERNARD STANLEY MAKER, 0F OAKLAND, CALIFORNIA ENGINE DRIVE Original application filed November 18, 1929, Serial No. 408,043. Divided and this application filed February 1, 1930. Serial No. 425,214.

10 to a piston during its power stroke. I further illustrated but did not claim a gearing mechanism for connecting the power piston with the crank shaft so that the piston can move at a slower speed than the crank shaft.

15 In the present application I show the same gear mechanism, and it is the purpose of this application to claim this mechanism.

The arrangement of gears between the connecting rod and the power shaft not only permits a reduction of speed in the piston, but also permits the pistons in successive cylinders to be placed at any desired position so as to perfect the timing of the engine.

A further object of my invention is to provide a device of the type described which is extremely simple in construction and which is durable and efficient for the purpose intended.

Other objects and advantages will appear as the specification proceeds, and the novel features of the device will be particularly pointed out in the claims hereto annexed.

My invention is illustrated in the accompanying drawings, in which:

Figure 1 is a transverse section through the device,

Figure 2 is a section along the line 22 of Figure 1, and Figure?) shows my invention as applied to a V-type engine.

In carrying out my invention, I make use of an engine indicated generally at 1. This engine consists of an engine block 2 and a crank case 3. I show only one power cylinder 4 (see Fig. 2) but it is obvious that any number of cylinders may be arranged side by side in the usual manner. A power piston 5 is mounted in the power cylinder 4, and a connecting rod 6 connects the piston 5 with a large gear 7 in'place of connecting it with the usual crank shaft as is now the practice. The

connection between the rod 6 and the gear 7 is'shown at 8, and this connection is off center so as to cause a rotation of the gear 7 when the piston 5 is reciprocated. The gear 7 is mounted on a stub shaft 7 that is carried by one wall of the crank case as shown in Figure 2. The stub shaft does not protrude beyond the left hand face of the large gear 7.

. In my co-pending application I set forth the purpose of a pump cylinder 9, a pump piston 10, and the connections between the cylinder and the power cylinder 4. This need not be described in the present case, because'it forms no part of the invention as claimed.

A power shaft 11 is mounted near the bottom of the casing 3, and this shaft carries a gear 12 that meshes with an idler gear 13, the, latter meshing with the large gear 7.

From the foregoing description of the various parts of the device, the operation thereof may be readily understood.

7 The rotation of the large gear 7 will cause the power shaft 11 to rotate at a much faster speed and in the same direction as the gear 7.

It will beseen that the power piston 5 can be placed at any position desired in the cylinder 4 and still'be connected to the shaft 11 through the gearing. If a number of cylinders are provided, it is not necessary to have certain sets of these cylinders with pistons at the tops of their strokes and other pistons near the bottoms of their strokes, as is required where a standard crank shaft is used. This requirement is made essential because the arms of the crank shaft extend radially and are disposed equi-distantly from each other. This causes the pistons to assume certain positions. In the present device the disadvantages of the standard engine are overcome, and the pistons 5 may be placed in any position in order to afford a more perfect timing.

The idler gear 13 may be dispensed with if desired, and the power shaft connected directly to the large gear 7. It is also obvious 5 that more than one idler gear could be interposed between the large gear 7 and the power shaft 11 if desired.

The motion of the reciprocating unit 5 turns the large gear 7 and this rotates the shaft 11. The turning speed of the shaft is greaterthan that of the gear 7 In Figure 3 I disclose a V-type engine having a plurality of pistons operatively connected to the power shaft 11. Numerals corresponding withmyfirst form will be v applied to the latter -.f orm.,- 7 i a c.

Any number of reciprocating units may i be operatively connected to the shaft 11, and

- positions these may extend radially from the-shafein I various directions, or a V-type, or anin-line upright type, may be employed. The reciprocationsofthevario sll itsmay helm-unison, orin any series fashion desired. flfhe device is not confined to an engine. The drawings merelyillustrate one example. v A hough-I av w a d d c ibedi wp embodiments of myinvention, :it is .to be understood {that the same is susceptible of ario s C a ges.. l serv th ight to employ such changes; as may come within the scop oftheinventim s claimeda +1;

. I imz. or j;,

1j.f -II1- an engine, a plurality, of units, each comprising; a cylinder having a reciprocating member,.a;rotary member,-a connecting rod operatively connectingthetwo together, and a second; rotating; member: common tothe; severalg units, and meansv operatively connecting the two rotating. members togetheryand all wing the recip ocating member i t y inders to be-arranged at any desiredv relative so :as; to perfect 7 the timing of the engine.

2. 1:1 ancngine, ,a plnlialit-y of units, each comprising a cylinderghaving a reciprocating member, a large gear, a gconnecting'rod eccenrica y. and directly connected to the gear a d to the reciprocating ;member,,;an idler gearaofa smallersizemeshing with the large gear, agishaft comjmcn; to. the several units, and: stillsmaller; gearmounted on the shaft f op eachunita-ndmeshing with the idler; gear, whereby themreciprocagting ,members. in 1 the cylind s ca .bea-rranged at any desired rel- ;LtlYQ;POltlQI1S1-SO as:-to perfect thetiming of the engine.

meda and State-of California, this 23rd day o J ann nyr-A-iD. 1.930. I

:BERNARDESTANLEY MAI-BEER.

.i 'Sisn d-anOakland, inith e county of Ala 

